Remote control for landing gear and flaps



Aug. 18, 1942. R. A. w. FII MER 2,293,198

REMOTE CONTROL FOR L ANDING GEAR AND FLAPS Filed Aug. 16, 1940 7Sheets-Sheet l INVENTOR. ROBERT AUGUSTUS W. FILMER /W V v 1942- I R. A.w. FILMER 2,293,198

REMOTE CONTROL FOR LANDING GEAR AND FLAPS Filed Aug. 16, 1940 '7Sheets-Shet 2 INVENTOR. BY ROBERT AUGUSTUS W. FILMER W ATTORNEY;

g- 1942- R. A. w. FIILMER 2,293,198

REMOTE CONTROL FOR LANDING GEAR AND FLAPS Filed Aug. 16, 1940 '7Sheets-Sheet 3 WA1TORNEY.

NEUTRAL Aug. 18, 1942.

A. w. FILMER 2,293,198

REMOTE CONTROL FOR LANDING GEAR AND FLAPS Filed Aug. 16, 1940 7Sheets-Sheet 4 I06 98 IO! INVENTOR. ROBERT AUGUSTUS W. FILMER ATTORNEY.

Aug. 18, 1942.

R. A. w. FILMER REMOTE CONTROL FOR LAND ING GEAR AND FLAPS Filed Aug.16, 1940 7 Sheets-Sheet 5 IN V EN TOR.

E M ,E u. M F m W T f R M Aug. 18, 1 942. R w FILMER 2,293,198

REMOTE CONTROL FOR LANDING GEAR A-ND FLAFS Filed Aug. 16, 1940 '7Sheets-Sheet 6 DOWN I I UP 20 r- J L..!

|34 |A INVENTOR.

J I ROBERT AUGUSTUS W. FILMER Aug. 18, 1942. R. A. w. FILMER REMOTECONTROL FOR LANDING GEAR AND FLAPS Filed Aug. 16, 1940 7 Sheets-Sheet 7'INVEfITOR. ROBERT AUGUSTUS W. FILMER BY ATTORNEY.

ment of the invention contemplates th'e provision of an automatic lockwhich functions as a Patented Aug. '18, 1942 UNITED STATES PATENT OFFICEREMOTE common Fort LANDING GEAR AND FLAPS Robert Augustus W. Filmer,Mineola, N. Y., as; signorto Air Associates, Inc., Garden City,

Application August 16, 1940, Scrifal No. ssasss 14 Claims.

made dependent-upon certain conditions for its operation.

Itis an object of the invention toprovide an apparatus of the characterdescribed which shall be simple and rugged in. construction, convenientin use, and whichshall enable quick and accurate operation.

The primary object of this invention is to provide a compact andeflicient control mechanism for landing gear and flaps whichlshall havecertain precautionary features to insure safety,

- It is an object of the present invention to not only lock theundercarriage against retraction v while resting on the ground, but toalso make the retraction of the undercarriage dependent upon theattainment of a substantial air speed by the aircraft.

It is also an object of the present invention to insure by aninterlocking means the dropping of the undercarriage for landingwhenever the flaps are lowered to reduce the air speed for landing.

It is likewise. an object of the invention to group the controls in asingle unit to simplify their usein operation. w

It is also an object of the invention to permit the separation offunctional operation even though the controls are normally co-ordinated.

It isalso an object of the invention to indicate the positionof flapsand landing gear on the control panel. 1

In accordance with. the objects, one embodimeans-of preventingunintentional operation of the landing "gear and is comprised of aspring pressed latch which normally restricts the movement of thelanding gear retracting control member. and a wind cup which is.connected tothe Iatchmember by a guide cable. When apredetermined windpressure is attained, the wind member moving it away from the-controlmember, thus allowing the landing gear control unrestricted movementpermitting it to be operated when desired by releasing the 'manual lock.

Anotherembodiment of the invention, as hereinafter disclosed, becomesapparent when and if flaps are used to reduce the air. speed forlanding. In practice the flap control is normally up and remains so inflight. In the particular structure upon which this invention is based,there is a clutching arrangement associated with the flap controlmemberso that the operation of the flap is not interfered with in any way, butthe dropping of the flapforretarding the air speed of the aircraft topermit landing is taken a'd- .vantage of. Bymeans of the clutchingarrangement the movement of the flap downward during flight unlessthe-clutch is released will at the same time bring the landing gear downto a land- 1 ing position. And vice versa, the movement of the landinggear control upward during a takeoff will, unless the flap isintentionally placed all the way down, by means of the clutch at thesame timecarry the flaps up.

In carrying out the features of this invention in addition or as asubstitute for such means, there is provided a control member withseparable handle portions which are adapted to operate separately or arelocked as a matter of safety when that particular control should notmined flying speed. This may be accomplished by positioned down, theundercarriage may be recup will be moved backward about its pivot point.55

This movement is transmitted to the latch" releasing mechanism; 5-

an air speed meter or by a wind cup mounted on the landing gear. Also,when flaps remain down, theundercarriage is locked to preventretraction, but in,the event the flaps are purposely the pilot. a

With the foregoing preliminary discussion and the several objects inview, many of the attendant advantages of this invention will be readilyappreciated as the same becomes better understood by reference to thefollowing detailed description when considered in connection with theaccompanying sheets of drawings wherein:

Fig. '1 is a side elevationalview of thecontrol apparatus and alsoillustrates a. wind cup look In both embodiments,

Fig. 2 is a plan view partially in section taken on a line 2-2 of Fig.1;

\ Fig. 3 is a front elevational view of the control apparatus; i

Fig. 4 is a cross-sectional view taken on the line 4--4 of Fig. 2illustrating the clutching mechanism;

Fig. 5 is an elevational view taken on the line 5--5 of Fig. 2illustrating the control handle actuated lock releasing plate;

Fig. 6 is a cross-sectional view taken on the line 66 of Fig. 1;

Fig. 7 is a rear elevational view taken on the line of Fig. 2;

Fig. 8 is an elevational view taken on the line I 8-8 of Fig. 1illustrating the landing gear locking means Fig. 9 is a plan view of thelanding gear lock releasing rod taken on the line 9-9 of Fig. 1;

Fig. 10 is a schematic view of the controlled mechanism, with one valveshown in sectional detail;

Fig. 11 is a schematic View of the control mechanism illustratinganother embodiment of the invention;

Fig. 12 is a side elevational view partially in section, illustratinghydraulic valves directly connectedto the control levers.

Fig. 13- is a bottom view of the mechanism shown in Fig. 12, with theconnecting tubes indicated; and

Fig. 14 is a schematic illustration of the hydraulic system as connectedto the apparatus shown in Fig. 13, and also illustrates in detail theactuating valves. 7

Referring to Fig. 1, an actuating mechanism control I5 is shown. Inpractice, the mechanism is designed to be attached to a flying machineof any type wherein a retractable landing gear and flaps are included.Although the landing gear and flaps are the elements for which themechanism of the present invention are intended, they are notillustrated as they are considered to be well known art and in all casesare dependent upon a control and power means tomove in two directions toretract or protract as the case may be. The mechanism I5 is comprised ofa mounting plate l6' having two supporting brackets l1 and I8 mountedthereon. The brackets I1 and portion 23 integrally cast therewith whichis also mounted on the core member l9. The clutch mechanism 22 iscomprised of a central collar member 24 having two axially positionedprojections 25 and 28 which have a sliding engagement with the hubportion 23 in its axially cut-out portions 21' and 28. The centralcollar 24 has two opposite cams 29 and 30 in its periphery, throughwhich a pair of follower pins 3| and 32 are afilxed to the central corel9, thus affixing the collar 24 to the core H] but permitting a rotativemovement equal to the length of the cams and an axial movement equal tothe width of the cams, minus the diameter of the pin. Two peripheralrings 33 and 34 are formed on the outer unbroken periphery of member 24to provide a groove for two clutch shifting fingers 35 and 36. Themember 24 also has two oppositely positioned projecting dogs 31 and 38on the face nearest to the arm 2 while the arm 2| has two oppositelypositioned projecting peripheral portions 39 and 40 of the same diameteras members 31 and 38 with which they coact. The clutch 22 is shown asdisengaged in Fig. 7 and is shown as engaged in Fig. 2.

' The clutch is disengageable in operation by either of two operations:when the earns 29 and 30 are moved clockwise (as viewed from the leftFig. 7) by the arm 20, thus forcing the collar 24 to the left when thefollower pins 3| and 32 are positioned in the narrow portion of the cams29 and 30, and when the pins 35, 36 are used to shift the collar to theleft as desired, as described hereinafter. To insure the engagement ofthe clutch 22 or rather the engagement of collar 24 with arm 2| a spring4| is provided which is mounted on the periphery of the hub portion 23and the collar 24 and attempts to force the collar 24 into engagementwitharm 2| at all times. The pins 35 and 36 which are used to shift thecollar 24 are a part of a Y shaped arm 42 which is pivotally mounted inthe arm 2| by means of a pin 42a and has a right angle extension handle43. In operation, sufficient finger pressure on the handle 43 toovercome the effects of spring 4| will shift the collar 24 to the leftFig. 2 and thus disengage the clutch 22. Rotatively mounted on themember L! Fig. 6 exterior of the bracket I8 is a control arm 44- whichpasses through a plate 45 and the mounting plate l6 Figs. 2 and 5. Theplate 45 is positioned directly. behind the mounting plate I6 and heldin a comparatively fixed relationship by pins 46-49 although shiftableto a small degree due to the slots 5853 Fig. 5. The plate 45 has a twostep perforation 54 through which the arm 20 passes. The arm 20 in itsdown position will fit into the first step 55 and in its up positionrest against the second step 58 of the perforation 54. The plate 45 alsohas a cam slot 51 through which the arm 44 passes, the cam slot havingan angular formation at the upper end. The right hand edge of plate 45has a cutout portion 58 which also has an angular formation 59 at itsupper end. In operation, the move; ment of either the arm 44 or the arm2| upward against the angular cam faces of cam slots5l or 58 will movethe plate 45 to the left, thus removing the first step-55 from above thearm 20 so that it may be moved upward when desired. The

" Fig. 1, the opposite end of the rod being attached plate 45 isnormally forced to the right Fig. 5 by means of the springs 59 and 60.

The arm 20 has a ball handle member 8| and a bell crank lever section 62to which a rod 61 is attached at 63. The arm 2| has a square blockhandle member 64 and a bell crank lever section 65 to which a rod 86 isattached at 88. The arm 44 has a small ball handle member 69 and isnormally held in its down position by a spring 10 as indicated in-Fig. 1. A latch member H is provided which is pivotally mounted at 12 ona rod 13 Fig. 1. The latch H is normally held in engagement with the arm29 by a spring 14 Fig. 8. The latch II has an extended lip 15 which isenaged by a cam face 82 of a cam rod 16. The rod I6 is held in aretracted position by a spring 11 to a control cable 18 which is passedabout pulleys as may be necessary and connected to a wind cup linkage19. A wind cup is the means of actuating the linkage members 19 workingabout a pivot point 8|. In operation, thespring'll will resist movementof the linkage and wind cup until the aircraft has attained apredetermined air speed after which the wind cup will move the cam rod16 to the left Fig. 1. Movement of the camrod "Fig. 9 will be from theposition indicated away from the panel I8. The movement outward will atthe same time, due to the cam face 82 moving against the extension 15of, the member 1|, move the latch 1I about its pivot point 13, thusreleasing the latch 1| from the arm 28, andpermittlng the arm 28 to bemoved upward when desired. As soon as the aircraft air speed drops belowthe predetermined speed at which the wind cup is actuated, the spring 11will return the rod I8 to its original position. The cam face 82 beingretracted, the member 'II will be returned to its original position bythe spring 14. Thus it is apparent that the instant the landing gearcontrol lever 28 is moved to its down' positionit will be locked thereby the latch 1I.

Referring to Figs. 1 and 10 which jointly illustrate a completehydraulic control system for the landing gear and flaps, the rods 88 and81 are connected directly to selector valves 85 and 88 Fig. 10. The rod81 is pivotally attached to a .latch mechanism 88 isthe means of holdingany one of the three positions when one'is chosen. The valve 85is-comprised of a main casting 88 with -a central bore ill and havinfour ports A,

B, P and R all leading to peripheral grooves in the bore -8I.' Slidablymounted in the bore 8I to control the flow of the fluid employed is aplunger 82 whichat'one end is pivotally connected at 83 to the lever 81and at the other end is controllably positioned by the latch 88. A cupshaped casting 84 is threadably secured to-the main casting 88 and supprts a pivot pin 85 which in turn supports the lever 81 and permits apivotal movement thereabout. A cup shapedcasting 88 with an inner -bore88A is also threadably secured to the main casting 88 and supports alatch mechanism 88 which comprises a spring 81, a cam ring 88 slidablein the bore 88A of the casting 88, ball bearing 88 and a bearin ringI88. The cam ring 88 has an annular cam face I8I of the reduced portionsof an extension Selector rod I82. Shim washers 88A are provided toassist in adjusting the spring 81 so that the ball bearings 88 will becorrectly positioned. The de tent rod I82 has three reduced radiiportions I83, I84 and I85. In operation, the latch mechanism 88 retainsthe ball-bearings 88 in the portion I83 of the rod, I82 when the controllever 81 is in its down position, and will permit the ball bearings 88to ride over a shoulder portion I88 and retain the ball bearings 88 inthe portion I84 of the rod I82 when the control lever 81 is in itsneutral position, and likewise will permit the ball bearings 88 to rideover a second shoulder portion I88 and retain the ball bearings 88 inthe portion I85 of the rod I82 when the control lever which retains theball bearings 88 against the .bearing ring I88 and also pressesthemintoone t ed areas. At either end within the bore 9|, is a hydraulicsealing cup I88 to preventleakage. The central portion I81 of theplunger 82 .comprises the reduced radii portions I88, I I8, I I I, H2and H3 which are separated from each other by shoulder portions H4, H5,H8, H1, H8 and H8. Also as a means of connecting the reduced portionsI88 and- II3 a central passage H8 in plunger 82 is provided which isopen to both portions.

In operation with the valve" lever 81 in neutral the pressure port P isconnected to the portion II2 but is sealed by shoulders II8 andv III andtherefore is not connected to any other port.

Likewise the return port R is connected to the portion I I8 but issealed by shoulders II4.and I I5 and therefore is not connected to anyother port. In similar fashion port A is connected. to the portion IIIand sealed by the shoulders H5 and and portion H3 is still in alignmentwith port B;

Thus the fluid pressure may pass from the port P to port 'A and returnfluid may pass from the port B through passage I I8 to the return portB. When the valve lever 81 is moved to the up position the plunger 82 isshifted. to the left so that portion I II aligns with port A and withport R permitting communication between the ports,

and portion I I3 aligns with port B and with port P permittingcommunication between the ports. Thus the fluid "pressure may pass fromthe port P to port B and return fluid pressure may pass from the port Ato return port R. Y

Having described the structure and operation of the valves 85 and 88 andthe control unit I5, we next refer to Fig. 10 where the remainder of thehydraulic system is indicated schematically, and is comprised of areservoir I28, a pump I2I, a flap actuating cylinder I22, a'landing gearactuating cylinder I23, and the connecting tubing. The cylinders I22 andI23 are identical being comprised of a cylindrical casting I24 with twoports I25 and I28 and a piston I21 mounted within the cylinder on theend of a piston rod on cylinder I22 and the end of rodl28 is pro-- videdwith an eye I3I' for attaching the landing gear actuating rod oncylinder I23. In operation, the pump .I2I is driven by ashaft I32 fromany desirable source not shown. The pump will take fluid from thereservoir I28 supplying 'a' pressure line I33 which leads to'thepressure ports P of each valve. Assuming that the lever 81 has beenmoved to its right position, the pressure supply will be connected tothe port B which will supply fluid pressure through the port I25 ofcylinder I28 and thus move the piston I21 to the right Fig. 18-whichwill in turnmove the landing gear connection at I3I to the'desiredextent. When the piston is protractcd it will force any excess fluidbehind the piston through the port I28 which is connected to the port A.of the valve 85. Since the port A is connected to the port R the returnfluid will pass into the return line I34 and thus back to the reservoirI28.

Assuming that the lever 81 has been moved to its down position, thepressure supply will be connected to the port A which will supply fluidpressure through the port I26 of cylinder I23 and thus move the pistonI21 to the left Fig. 10 which will in turn move the landing gearconnection at I3I to the desired extent. When the piston is retracted itwill force any excess fluid in front of the pistonthrough the port I25which Is connected to the port B of the valve 85. Since the port B isconnected to the port R in this position of valve 85, the return fluidwill pass into the return line I24 and thus back to the reservoir I20.Since the valve 86 is identical to the valve 85 the operation of valve86 will be similar to the operation of the valve 85 as above described.

Another embodiment of the invention involves the same control andactuating mechanism, with.

the exception that the lock releasing device is actuated by. a solenoidI35 and an air speed meter I44. electrically connected to an air speedmeter I44 to actuate a latch release I31 on the flap controllingmechanism. The particular embodiment of this invention illustrated inFig. 11 comprises all the actuating mechanism control I as illustratedin Fig. 1, with the exception that the cam rod 16 becomes a solenoidplunger cam rod 16A and is actuated by the solenoid I35. Also inaddition, a latch I36 and release device I31 is provided to preventoperation of the flaps whenever the air speed meter I44 registers apredetermined excessive air speed. The latch member I36 is pivotallymounted at I38 and spring pressed by spring I39 to engage the arm 2| ata point I40 whenever the extension I4I of the member I36 is clear of thecam face I42 of the solenoid plunger I43, as illustrated in Fig. 11. Thedotted lines illustrate the member I36 in the engaged position. Thesolenoid plunger I43 is slidably mounted in a solenoid I45 and a bearingmember I46 and normally held in an extended position by a spring I41attached to the end of the plunger rod I43, and to a fixed member notshown. The air speed meter I 44 comprises a diaphragm I48 mounted in aframe I49, a switching rod. I50 attached to thediaphragm, a spring I5Iused to maintain the rod I50 in its proper relationship and two sets ofcontacts I52, I53, and I54, I55. The air speed meter'l44, the solenoidI35, thesolenoid I45, a relay I56,

a relay I51, a battery I58 and the necessary connections comprise acomplete operating circuit. The diaphragm is connected to the Pitot tubein the usual manner and the diaphragm I48 will respond to apredetermined air speed Also in addition, a similar solenoid I45 is y sothat rod I50 will be removed a suificient,

degree to cause terminal I54 to contact terminal I55, thus completing acircuit from a ground I59 through the battery I58 through lead I60 tothe frame I49, through frame to the spring I5I, through the spring I5I,through the rod I50, through terminals I54, I55, through lead I6I to therelay I 51, through the relay to ground.

. noid I35 through the solenoid to ground. The venergizatirrn of thesolenoid I35 will cause the retraction of the plunger 16A which in turnre-' leases :thlatch member H as already described.

' In a'fsimilar manner the movement of the rod- I50 an even greaterdegree will cause terminals I52 and I53 to contact which in turncompletes a circuit from the ground I59, through battery I58, throughlead I60 to the frame I49, through the frame and the spring I5I to therod I50, through the rod and the terminals I52, I53; through a lead I65to the relay I56 and ground actuating the relay. This in turn completesacircuit from the ground I59 through battery I58,

through a pair of terminals I66, I61, through a lead I68 to the solenoidI45 to ground. The energization of the solenoid I45 will cause theretraction of the plunger I43 which in turn releases the cam face I42from the lip I4I permitting the spring I39 to pivotally movethe latchmember I36 into engagement with the lever 2I, thus looking it so that itcannot be moved downward. From the foregoing description it is apparentthat with predetermined settings on the air speed meter the landing gearcontrol lever 20 cannot be moved to its up position until apredetermined air speed is attained such as a fifty mile per hour airspeed, and likewise the flap control lever 2I cannot be moved to itsdown position when an excessive air speed is indicated on the air speedmeter such as a speed above one hundred miles an hour, thus preventingany damage to the flaps at high speeds, and also indicating a high rateof air speed which is far above the landing speed desired.

'A still further embodiment of the invention involves much of thesamecontrol and actuatgear and flaps. In this form of the invention thecontrol levers 20 and 2I are connected directly to a pair of primaryvalves I66 and I61 which are in turn connected by hydraulic tubing to apair of secondary valves |68 and I69. The secondary valves or actuatingvalves are in turn connected by hydraulic tubing tothei respectiveassociated cylinders I22 and I23 Fig; 14 as in the embodiment of theinvention already described. Likewise the valves I68 and I69 areconnected by means of the pressure lines I33 to the pump I2I and thevalves are also connected by means of the return lines I34 toa'reservoir The primary valves I66 and I 61 are identical in structurebeing four-way, three position, slide valves with a latch and levercontrol. Referring to Fig. 12 the valve I 66 is similar to the valve ofFig. 10 comprised of a-casting 89 with a central bore 9| and having fourports A, B, P and R. Slidably mounted in the .bore 9I to control theflow of the fluid employed is the plunger 92 which at one end ispivotally connected at 93 to an extension I10 of the lever 20 and atthefl other end is c-ontrollablyrpositioned by the latch as alreadydescribed in connection with valve 85 Fig. 10. All the structure of thevalve I66 is similar to the valve 85 with the exception, of the casting94 of the valve 05. Threadably secured to the valve I66 is a stop nutI1I which replaces the casting 94, and is primarily a means ofpreventing the plunger 92 from being moved'outwardly beyond a limitpoint. The valves I66 and I61 are secured to manifold block I12 Fig. 12in parallel relationship so that the plungers 92 are aligned with thecontrol levers 20 and 2I, and

lidably engage the extension pieces I69 and I10 which are afi'lxed tothe levers 20 and 2I'. The block I12 permits both pressure ports to beconnected to the line I33 and both return ports to be;

connected to the line I34. The block I12 is in turn mounted on a pair ofbrackets HA and I8A which are similar to the brackets II and I8 of Figs.1 and 2. The brackets HA and I8A support the control levers and theclutch mechanism 22 as in Fig. 6already described. The ex tension pieceII8Fig. 12 is ailixed to the control lever 28 by two rivets so thatmember "8 for all purposes becomes a part of the lever 28;-1ikewise theextension piece I69 becomes a part of the lever 2I. The piece I18 has anL-shaped cam slot "4 out in its web section so that the pin 93 will ridefreely in the cam slot and at the same time be moved forward or backwardby the cam slot as'the lever 28 is moved to its down or up position. Thepin 93 being mounted in the plunger 92,the plunger will be moved to thesame deg-Tee as the pin. It will be noted that as the pin 93 rides upthe cam slot the lever 28- is' moving to its down position. When the pin93 reaches the end of the slot the lever 28 will have asmall amount oflost motion due to the pin riding through the leg I of the L-shapedfslot II4. Likewise before raising the landing gear control 28 there willbe a small amount of lost motion as the pin 93 rides back the leg I15 tothe upper portion 'of the slot "4 when it beginsto move .the plunger 92.The flap control lever 2| also has an extension piece I69 afilxedthereto in the same fashion, but the cam slot "6 is I shaped asindicated in dotted lines Fig. 12 and does not have any lost motion inoperation. The

operation of the valves I66 and I61 is as already described for valve85, being operative in either a right or leftpositionand inoperative inits neutral position. K

Referring to Fig. 14, valves I68 and I69 are four-way, two position,slide valves, identical in all features. The valve I69 is illustrated indetailed sectional view and is comprised of a main casting I88 withacentral bore I8I and havin four ports A, B, P and R all leading toperipheral grooves in thebore I8 I. Slidably mounted in the bore I8I tocontrol the flow of the fluid employed is a selector plunger I82. Theselector plunger I82 has five grooves I83, I84, I85, I86 and I81 andsixdividing shoulder portions I88, I89, I98,

I9I, I92 and I93. At either end of the selector.

plunger I82 is an extension stop member I94 and I95 of reduced radius.Also as a means of connecting the reduced portions I83 and I81 9,central passage I96 in plunger I82 is provided which is open'to bothportions- An end casting I9Iv is affixed to one end of the valve I69 andhas a port I98 leading to the reduced radius I94 of the plunger I82,while an end casting I99 is afiixed to the other end of the valve I69and has a port 288 leading to the reduced radius I95 of the plunger I82.

Figs. 13 and 14 taken together constitute a ofthe valve I69 forcing itto the leftto the position illustrated in Fig. 14, while any returnfluid will-.be forced through the port I98 back to the B""port'of thevalve I6! and thence to the 92 will be moved outward by the lever 2|.Since pressure is being supplied to the pressure port of valve I61, theplunger 92 will connect pressure to the 3" port and retu will beconnected to the A port. Since 3" port of the valve I61 is connected tothe port I98 .of the valve I69 pressure will be supplied to the end I94of the plunger I82 of the valve I69 forcing it to the valve I6'I' andthence to the return" port and v through the return line I34 to. thereservoir I28.

. the wind pressure exceeds a predetermined mini- The operation of thelever 28 will in exactly the same manner and relationship effect theoperation of the valve I66 which will in turn effect the operation ofthe valve I68 exactly as the valve I69 was effected undersimilar-conditions. It is ap-- parent that the valves I68 and I69 willin operation assume either of twopositionsdepending upon the actuationof the primary valves I66 and I61. In the event the valve I69 Fig. 14has assumed the position indicated the' pressure supply may be tracedfrom the' pump I2 I, line I33, to the pressure port of the valve I 69,around the reduced radius portion I85 to the port A and on to the portI26 of the flap control cylinder I 22 causing the plunger I28 to: beretracted. In the event the valve I69 Fig. 14 has assumedan oppositeposition to that indicated the pressure supply may be traced from thepump I2I, line I33, to the pressure port of the valve I69, around thereduced radius portion I85 to the port B and on to the port I25 of theflap control cylinder I22 causing the plunger I28 to be protracted. Theoperation of the valve I68 which is identical to valve I69 will besimilar under both operating positions.

The embodiment of the invention herein disclosed is merely illustrativeand maybe modified and departed from in many ways without departing fromthe spiritand scope of the invention as pointed out in and limitedsolelyby the appended claims.

What is claimed is:

l. A control device for the mechanism of a retractable landing gear ofaircraft comprising a control member having a first position forretraction and a second position for protraction of said landing gear, alocking means movable into and'out of the path of said member from, itssecond into its first position, resilient means in connection with saidlocking means and tending to shift said locking means into said path,and releasing means responsive to wind pressure and in operativerelation to said locking means so as to shift said locking means out ofsaid path when mum.

2. A device as claimed in claim 1, wherein said releasing meanscomprises a pivotally mounted wind' cup, a member shiftable in apredetermined direction and including a cam face in engagement 1 withthe locking means, said cam face being so retum. port and through thereturn line I34 to the reservoir 128.. In theevent the lever 2I is movedto'a down position Fig. 12 the plunger traction and a second positionfor protraction of said landing gear, afirst locking means movableshaped as to urge said locking means into one of its-end positions whensaid member is shifted in said direction, a connection between said windcup and said member to transmit movement of the cup to the member, and aspring in engagement with. said member tending to shift said member inthe opposite direction.

retractable-landing gear of aircraft comprising a 3. A control devicefor the mechanism of a control member having a first position for reintoand out of the path of said member from its second into, its firstposition, a second locking means movable into the path of said memberwhen the latter is in its second position, two resilient means tendingto shift said locking means respectively into said path, releasing meansresponsive to wind pressure and in operative relation to said firstlocking means so as to shift the latter out of said path when the windpressure exceeds a predetermined minimum, and a hand actuated member inoperative relation to said second locking means to withdraw it from saidpath.

4. A control device for the landing mechanism 'of aircraft including aretractable landing gear and wing flaps comprising a first controlmember having a first position for retraction and a second position forprotraction of said landing gear, a first and a second locking meansmovable into and out of the path of said member from its second into itsfirst position, resilient means tending to shift said locking means intosaid path, releasing means responsive to wind pressure and in operativerelation to said first locking means so as to shift the latter out ofsaid path when the wind pressure exceeds a predetermined minimum, asecond control member for operating said flap mechanism, and aconnection between said second control member and said second lockingmeans whereby said second locking means is shifted out of said path whensaid second control member is actuated to set said flaps from brakingposition to normal flight position.

5. A control device for a landing mechanism of aircraft including aretractable landing gear and wing flaps comprising a first controlmemher having a first position for retraction and a second position forprotraction of the landing gear, a second control member having a firstposition for movement of the flaps into normal flight position and asecond position for movement of the flaps into braking position, a firstlockingmeans movable into and out of the path of said first controlmember from its second into its first position, first resilient meanstending to shift said first locking means into said path, releasingmeans responsive to wind pressure and in operative relation to saidfirst locking means so as to shift said locking means out of said pathwhen the wind pressure exceeds a predetermined minimum, a second lockingmeans movable into and out of the path of said second control memberfrom its first into its second position, second resilient means tendingto shift said second locking means out of the path oi the second controlmember, and an actuating member in operative relation to said secondlocking means and responsive to wind pressure so as to protractsaid,second locking means into the path of said second control memberwhen the wind pressure exceeds a predetermined value higher than saidminimum.

6. A control device for a landing mechanism of aircraft including aretractable landing gear and wing flaps, comprising a first and a secondcontrol member for the operation of the landing gear and said flapsrespectively, each member being movable between a first position forraising and a second position for lowering the parts to be respectivelycontrolled by the member, a

releasable coupling between said members, a first and asecondspring-provided locking means respectively movable into and out of thepath of said first controlmember from its second to first position andof said second control member from its first to second position, a firstand a second actuating member responsive each to a differentpredetermined wind pressure and being in operative relation to saidfirst and second locking means respectively, said actuating membersbeing so constructed and arranged as to shift said locking means againstthe restraint of their springs respectively out of and into the path ofthe coordinate control member.

7. A control device as claimed in claim 6 wherein each of said actuatingmembers includes an electromagnetic means for movement in the oppositedirection further comprising a wind meter including a diaphragm exposedto the wind pressure, a contact member movable with said diaphragm andhaving two currentconducting contacts, and countercontacts electricallyconnected to said electromagnetic means respectively, saidcountercontacts being staggered in relation to each other and coordinateto said contacts respectively so that upon increasing wind pressurethecountercontact associated with the electromgnetic means of the firstactuating member will be engaged by its coordinate contact at a lowerwind pressure than the other countercontact.

8. A control device for a landing mechanism of aircraft including aretractable landing gear and wing flaps comprising a first and a secondcontrol member, for the operation of the landing gear and said flapsrespectively, each'member being movable in one direction for raising andin another direction for lowering the parts to be controlled by therespective member, a first and a second automatic locking means inoperative relation to said members respectively, so as to preventmovement of the first control member in said one direction and of thesecond control member in said other direction, and a wind pressureresponsive device including a member movable distances from a zeroposition according to wind pressure values, and a first and a secondoperative connection between said last-mentioned member and said lockingmeans so as to cause withdrawal of said first locking means from lockingposition when a predetermined lower wind pressure value is ex ceeded andto cause a protraction of said second locking means into lockingposition when a predetermined higher wind pressure value is exceeded. 1

' 9. A control device for a landing mechanism of aircraft including aretractable landing gear and wing flaps comprising a first and a secondcontrol member for the landing gear and for the wing flaps respectively,each member being movable in one direction for raising and in anotherdirection for lowering the parts to be controlled by the respectivemember, a first and a second locking means in operative relation to saidfirst control member to prevent its movement in said one direction,resilient means tending to shift said locking means into lockingposition, wind pressure responsive means in operative connection withsaid first locking means to withdraw it from locking position when thewind pressure exceeds a predetermined value, an operative connectionbetween said second control member and said second locking means towithdraw the latter from locking position when the second control memberis moved in said one direction, and a manually operated other member inconnection with said second locking member to withdraw it from lockingposition when said second control member is in its position at the endof its movement in said second direction.

10. A device as claimed in claim 9-wherein said two control members andsaid manually operated member are three levers pivoted about thesameaxis, said second locking means comprising a movable plate parallelto said axis, stationary guiding means in engagement with said plate torestrict its movability to a direction parallel to said axis, and aspring in engagement with said plate and tending to shift it into oneend position, said plate having two cam faces and a slot with a shoulderintermediate its ends, said first control lever being passed throughsaid slot and in engagement with said shoulder so as to be preventedfrom being raised when the plate is in said end position, said secondcontrol lever and said third lever being in engagement with said camfaces respectively, and said cam faces being so shaped that the platewill be shifted against the restraint of said spring when said second orsaid third lever is raised whereby said first lever will be disengagedfrom said shoulder.

11. A control device for a landing mechanism of aircraft including aretractable landing gear and wing flapacomprising a first and a secondcontrol member for the landing gear and for the wing flaps respectively,each member being movable in one direction for raising and in anotherdirection for lowering the gear and flaps controlled by the respectivemember, locking means in operative relation to said first control member7 to'prevent its movement in said one direction, resilient means tendingto shift said locking means into locking position, wind pressureoperated means in connection with said locking means to withdraw it fromlooking position when the wind pressure exceeds a predetermined value, areleasable coupling between said first and said second control member,and a spring and a hand operated member in connection with said couplingfor engaging and disengaging it respectively.

12. A control device for a landing mechanism of aircraft including aretractable landing gear and wing flaps, comprising a first and a secondcontrol memberfor the landing gear and for the wing flaps respectively,each member being movable in one direction for raising and in anotherdirection for lowering the .gear and fiaps controlled by the respectivemember, locking means in operative relation to said first control memberto prevent its movement insaid one direction,

resilient.- -means tending shift said locking means into lockingposition, wind pressure oper-- ated means inconnection with said lockingmeans to withdraw-f it from locking position when the wind pressureexceeds a predetermined value, and a releasable coupling between saidfirst and said second control member, said coupling including abipartite cam mechanism,- one of which parts being stationary, the otherpart being movable and permanently connected with one of the controlmembers and embodyin'gmeans to couple it with said other control member,and the cam face of said cam mechanism being so shaped that said controlmembers ,will be disconnected when the first control member is at theend of its movement in the one direction, and thatthey may be connectedat the end of the movement in the other direction. V 1

l3. A device as claimed in claim 12 wherein said coupling furthercomprises a spring in engagement with said movable cam mechanism partand tending .to shift it into connection with said second controlmember, and a manually operated means in engagement with said movablecam mechanism part :and adapted to disconnect it from said secondcontrol member.

14. In a control device of the type described, the combination ofa'stationary shaft, a first and a second lever-spaced from each otherand pivoted on saidshaft each of said levers including couplingdogsarranged peripherally with respect to said shaft and facing each other,a coupling sleeve axially shiftable and-turnable on said shaft betweensaidlevers and having coupling dogs at its ends, the dogs of the oneside of the sleeve being in permanent engagement with those of the firstlever, the dogs on'the other side of the sleeve being, adapted to engagethose of the second lever when the'sleeve is shifted towards the latterand to be disengaged when ,the sleeve is shifted in the oppositedirection, a cam slot in said sleeve, a pin secured to said shaft and inengagement with said slot, a spring in engagement with said sleeve andtending to shift it into engagement with said second lever, said camslot being so formed as to shift said sleeve owing to the engaging pintowards the first lever at the end of the latters turning in onedirection and to permit the spring to shift the-sleeve towards thesecond lever at the end of the turn of the first lever in the oppositedirection.

' ROBERT AUGUSTUS W. FILMER.

